Fluid-pressure jacking and traversing mechanism for motor vehicles



Nov. 30 1926.

V. P. WlLLlAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed y 7. 1925 15 sheets-sheet 1 A TTORN Nov. 30'. 1926.

' V. P. WILLIAMS FLUID PRESSURE JACIKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May '7, 1925 ,15 Sheets-Sheet I Q 'INVENTOR VPWE'ZZZ' MJ "5K A TTOR-lgE Nov. 30,1926. -1944 V. PTWIL LIAMS FLUID PRESSURE JACKINGj AND am Emma MECHANISM FOR MOTOR VEHICLES 'F' ii ed May 7. 1925 15 Shts-Sheei z NQVQ '30 192a. 1,609,044

V P. \NILLIAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May '7 1 925 7 l5 SheetQ-Shet 4.

Nov 30 1926. ififlg wqzg,

V. P. WILUAMS FLUID PRESSURE JACKING AND TRAVER SING MECHANISM FOR MOTOR VEBICLES Filed Ta 7, 192:; 15 Sheets Shei'. a

IN VEN TOR 75]? W 2mm.

A TTORN FLUID PRESSURE JACPIING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed y 1925 I5 e ATTORNEQ Nov. 30 1926. 1,609,044.

' v. P. WILLIAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May 7, 1925 l5 Sheets-Sheet 7 Nov. 30 192a 1,609,044

V, P. WELLEAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May 7, 1925 15 Sheets-Sheet 8 Zfzo. l

ya JiaX 0/ ma v. P. WILLIAMS Q FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May? 1925 15 Sheets$heei '9 [NVENTOR jj'- 'f 7.1? 74525.224 75476" ATTORNEY V. JVELLEAMS Ni) AND TRAVERSIILJG MECHANISM Fer: MOTUR 'vEm'iiYfliii' Nova 30 FLUID PRESSURE JACKl Filed May '7,

, .fllit lllll. III I l. ll-v o-j/lf d- Values j v zmscrybfr' Nov. 30 1 926.

V. P. WILLIAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR :VEHICLES Filed May, 7 1925 15 Sheets-Sheet ll Nmvo 30 192%.

' V. P. WILLIAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES .15 sheets-sheet 12 Filed May 7 192s $1 kkmh f. F. WELMAMS JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES Filed May 7, 1925 15 Sheets-Sheet 15 FLUID PRESSURE JACKING AND THAN? 9 )TJECHJWISM FOR MOTOR VEHICLES Filed .1925 15 Sheets-Sheet 14 Nov. 30 1926. r

V. P. WILLIAMS FLUID PRESSURE JACKING AND TRAVERSING MECHANISM FOR MOTOR VEHICLES:

' Acf/u v zvzmw/ E I INVENTOR O I Z BY 7 P W m anoggv Z oi my (a New UNlTED ."STATES vILLoR 1?. wILL'IAMs, OF BA TIMOREMABYL ND, ASSIGNOR, T MIRIAM WILLIAMS, 0]! BALTIMORE, MARYLAND;

FLUID-PRESSURE JACKING- Ann'rnAvnnsnve MECHANISM, non MOTOR vnmenns.

l Application filed May. 7,

111 its broad aspect, my present invention has reference to the.prov1sion of improved all fluid pressure actuated and controlled jacking and traversing mechanism for bodily raisingany given mobile body, such as an automobile, truck, tractor, or the like, in a vertical-direction and then moving said ob ject at an angle to its longitudinal axis and laterally with respect to its normal path of travel; and more particularly it is my purpose to actuate and regulate thetoperation of the several elements of. my mechanism through the instrumentality of unique means l for controlling the direction of flow and consequent distribution of pressure of fluid in a closed system of fluid circulation.

In the c'o pending application for Patent Serial Number 742,409, filed October 8th 1924-. of which I am joint applicant with 'Miriam S. \Villiams, there is defined-a j aching .and traversing apparatus wherein the traversing operationis entirely mechan- "'al. and inthe patent to Miriam S. F. W'illiams and John K. E; Ditfenderfler, Numberv 1.-'LT3,3( S), granted November 6th 1923, both the jacking and traversing operations are entirelymechanical; in my present apparatus. however, not only are the jacking and traversing operations fluid pressureactuated and con olled, but all other active elements bination are uniquely associated with my system of fluid circulation for regulation, actuation and control, thereby distin'- crushing in present invention from the above mentioned andother devices in theart with which I. am acquainted. I

in [its present embodiment, my invention. is designed for use in facilitating the parkimr ot an automobile or truck under modern lraliic conditions, thecxigencies of which necessitate accurate, rapid and positive response to the will" ofa driver of a vehicle.

The rema n ng operations oi jacking or raise 1925. Serial No. 28.595.

ing the vehicle and moving the same later ally to the desired position, and then loweringthe vehicle and moving it into its normal path of travel are-ali accomplished in an absolutely positive manner by developing,

through the 'instrumentality of selective control devices, different pressures in ditierent portions of the systeln'of fluid circulation; such pressures actuating the proper devices for accomplishing the desired ends, and bemg contingentlargelyupon the direction of flow of the fluid in the system It has been found that greater smoothness and uniformity of operation results in the utilization of an all fluid power medium, and that looseness of parts, heating and vibration-due to wear antfi the'like are eliminated and the number of parts necessary to accomplish-the desired resnlts reduced to a minimum and those parts greatly simplified. It has also been found that anall fluid system of power transmission and control is more conserva tive in the consumption of power than me chanical apparatus, and for this reason,

among: others, my apparatus may be associated with anyrcasonahly direct power trans: mission'element of the power plant of a vehicle to which it is applied; it being not essential to opera-tively'connect it directly with the inaindrive shaft of the vehicle.

Some of the principal advantages attributable to my invention maybe briefly'defined *as follows; first, the utilization-0t a central power element divided into relatively independent units for respectively effecting the-jacking and traversing operations, said units being in the form of improved gear tain portions of the system of fluid circulation, and each being operatively associated with any suitable power transmission unit of a power plant of a motor vehicle second,

.the provision of unique clutch "devices for automatically actuating certain devices of said power element when the veh cle-1s pump devices for inducing circulation 'iniccrv braked; third, the operative association off automatically controlled fluid pressure actuated supporting or sustaining means in the system of circulation for preventing saggingof the running gear of tliB;ft6l110lQ when the vehicleis' jacked up or raised; fourth,-

the provision of unitary valve means for changing the direction of circulation ot'fluid in certain portions oi the system to change the direction of movement of the traversing apparatus; fifth, the provision of unique clutch devices for changing the direction.

tainment of positive control of the operation of the 10 several units of my apparatus where by to absolutely prevent inadvertent confusion in the sequence of operation of the several elements; seventh, the provision of unique fluid pressure controlled catch devices for retaining the traversing apparatus in a normally passive position, and; eighth, the utilization of unique valve control means for simultaneously priming the respective jacking elements.

\Vith respect hereunto it will be understood that by the term fluid pressure I intend to include as the fluid means, oil, water, air, steam, vapor, or any other substance which might come within the broad meaning of the term, and that by the terms vehicle, truck and the like I intend to include any mobile body. The particular elements, however, of my jacking and traversin mechanism employed to accomplish the a ove and other equally important objects will be'hereinafter more fully described in detail and defined in the claims appended hereunto and forming a part of this specification;

In the accompanying drawings wherein is illustrated the preferred embodiment of my invention Figures 1 and 1, together, constitute a side elevation of my assembly; Figure 1 being a view of'the front portion of a vehicle equipped with my apparatus, and Figurel" being a view of the rear portion thereof,

Figures 2 and 2, together, constitute a top plan view of the assembly; Figure 2 being a view of the front portion of a vehicle equipped with my apparatus, and Figure 2 being a view of the rear portion thereof,

Figure 3 is a diagram ,showing a vehicle in the raised position. v

Figure 4 is a side elevation of one jacking and traversing unit.

Figure 5 is a top plan view of one jacking and traversing unit. V

Figure 6 is a detail side view of my power element or pump battery and certain of the manual control devices leading thereto.

Figure? is a top plan view of the details shown in Figure 6.

F gure 8 is a detail top plan of the pump clutch operating iever,

Figure 9 is a detail side elevation of the pump clutch operating lever,

Figure 10 is a view takenof Figure 7.

Figure 11 is a view of Figure 10,

Figure '12 is a view of the cylinder and on the line taken on the line 3, -1/

piston jacking and traversing unit of the left front wheel ofa vehicle in a neutral position and showing a detail of the master similar piston and cylinder assemblies for 0t ier portions of the vehicle,

igure 15 is a view similarto Figure 14: but showing the'arrangement of the several elements at the termination of a jacking operation,

Figure 16 is a view similar to Figure 15 showing the arrangement of the several elements at the commencement of the vehicle lowering operation,

Figure 17 is an enlarged side elevation of the left front wheel jacking and traversing unit, 1

, Figures 18 and 19 are sectional details of the master valve for priming the jacking and traversing units,

Figure 20 is an elevation of the vehicle dash board controls of my apparatus,

Figure 21 is a conventional view of my control valve with its ports in the neutral position,

Figure 22 is a view similar to Figure 21 with the valve ports in position for traversing to the left,

Figure 23 is a view similar to Figure 92 with the-valvc ports in position for traversing to the right,

Figure 24 is a detail view of my (IZHlll'Ol valve,

Figure 25 is a section through my control valve taken on the line m-m of Figure 2-1.

Figure 26 is an enlarged detail view of a t'aversing wheel assembly partly in section to show the rotor and gear connections there'- from to the wheel.

Figures 26, 26", 26 are sections taken through various portions of my control valve and showing the ports thereof set for traversing to the left,

Figures 27, 27*, 27 are sections taken through various portions of my control valve and showing the ports thereof set at neutral. and

Figures 28". 28", 28 are sections taken through portions of my control valve and showing the ports thereof set for traversing to the right.

In the several views of the drawings wherein like characters of reference designate like or similar parts A. designates conventionally a motor vehicle chass s assembly, B the power plant thereof, "U the aide, and Q the front and rear Pump assembly-My central power e1e-- ment, or pump battery H is mounted preferably beneath thehood ,of a vehicle and ad jaceiit to its power plant B and to one side thereof-the support therefor being designated by a. My power element is formed in two units designated (1) and (2) respectlvely; the unit (1) being a gear pump as- I sembly for developing circulation of fluid in same normallyxbeingheld passive a spring Also keyed to the shaft are gears the shaft emergency that, portion of my system of fluid circulation adapted for carrying outthe traversing operation. and the unit (2) being a battery of gear pumps for developing circulationpf tluidin those portions of my system of fluid circulation adapted for carrying out the jacking operation. common drive shaft (3). for the units (1) and (2) is arranged therebetween and has mounted for rotation thereon asprocket wheel (4) which is formed with a clutch element, (6), and which is driven by .a silent chain connection (5) from gear (5 on the fan belt drive shaft E of the motor (or from any other suitable rotating element of the power plant B). Inasmuch as the fan belt drive shaft. E is constantly rotated when the power plant B isactive, so also is the sprocket Wheel 1) constantly rotated on shaft is a clutch device suitable braking element of the vehicle),

-(11) and (12). Consequently upon throwing the en-iergencybrake ('9) the clutch elements (o and (6") will be coupled to the end that. 3) and gears (11). and (12) will be rotated with thefan belt drive shaft E. .Tntergeared with the gear (11-) is a-sprocket (13) which'same is mounted on a shaft (14) from which is driven the traversing gearpuinp (1) comprising intermeshing gear pump elements. (14), so that. the gear pump (1) will be automatically actuated when the brake is thrown to stop the ve- 'hicle.. Intergeared with the gear (12) are two sprockets (1.5) and (15,) which are mounted on shafts (16) and (16) are sleeves] (17) and (17). each of which is "formed with a friction clutchelement (18) cooperating with fric- .tionciutch elements (19) and (19) which and (18 respectively are 'splined respectivelyto shafts ('16) and (16%.), for sliding movement but not for in.-

-rods (23)' and (23) by links has keyed theretoqan operating lever (26 i i 27). PAL such means either one or the other Keyed to the shaft (6?) which is operatively connected by a fork Land rocking lever as-. sembly (7) and a rod (8) with the emer-. gency brake (9) of the vehicle (or any other (29) and (30).

pipes (30) lead respectively 'my four jacking cylinder (16) and (16 Mount-- ed loosely on shafts (17), so that one or the other of'such units or elements will be actuated depending on which of the clutches (19) and (19) is thrown to-couple the cooperating sleeve with the respective shafts- (16) or (16). Theresp ective clutch elements (19) and (19) each carry a spring pressed collar designatedrespectively (20) and (20 and eachfoperatively connected with the respective control (21) 'and (21), and. rods (22) and (22); The rods and (23) engage selective pin'operating de' tents 2i m siiaaies). The shaft carrying a pawl lpking device (but not both) of the clutches (19) and (19") may be moved to couple for driving purposes eit nae or the other of the respectivegear elements m and 3 depending upon'wh'ether the lever (26) is moved up or down. In th'eneutral'poslti'on of the lever, shown inl igure 8, neither of th-e gear elements :0 and g are active as the clutch elements (19) and (195), are ,notengaged with 5 the clutch elements (18) and (18), and the. neutral position must be',passed through to engage or disengage either on her e or the other of. the 'respectiveclutches. The unit. (2) of my power 9 gear elements .w-and 7/ of such unit (2) may benc-ausedto function as the drive'i-thereby changing the direction of circulationof fluid in the system. The unit (2) is manually controllale through operating lever (26)- whereas unit (1) is auton'iatically rendered active when the emergency brake of the. vehicle is applied to brine it to a stop. Leading, from the casings (28) of gear elements :1? and g of my gear pump unit (2) are pipes loo cate with a fluid reservoir (31)"and the assemblies J. Leading from the casing (32) of mv gear pump unit (1) are pipes (33) and (34.).both of which communicate with'my' traversing control valve assembly (35).

Suppoirtz'ng deoices.-.-Tapped from pipe (34) of pump unit (1) are pipes (36 ,each of whichlead to cylinders (37) carried on bracketsfi(38) which pivotally support as at (39) the vehicle running gearsupporting or sustainin'glcat'ches (40). The catches(40) are heldnormally out of engagement with the' a'xles G by'springs (411). Since present inventionasone :to each of- 116 The pipes (.29) communr lit) designed to bodily. raise a vehicle Ihavefoun'd it necessary to posilli l t-ively support orsustain the rurming gear of the vehicle to prevent sagging. Therefore inasmuch as the gear unit (1) 1s actuated as soon as the brakes are manipulated to bring the vehicle to-Ja stop, same being affected through clutch devices (6) and (6 and rod (8-) leading to brake device (9),fiu1d'circulation and consequent pressure is induced in the system exemplified by pipes (33) and (34). Therefore as soon as the vehicle is sto ped pressure isinduced in pipes .(36) an in cylinders (37) to force p stons (42) therein which in turn move the catches into engagement beneath the vehicle axles to support the running gear thereof when the vehicle has been raised, and preferably I provide acatch adjacent to each of the four wheels of the vehicle.

till

-Ja07rz'ng apparatus-As has heretofore been suggested, there is located adjacent to each of the four wheels I) of the vehicle to" which my apparatus is applied a jacking cylinder assembly J. The units a: and 3 of pump batteryunit (2) are in a system of fluid circulation through pipes (29) and (30) wit-h the reservoir 31) and each of the respective cylinder. By the means heretofor'e described the direction of rotation of the'gears comprising units as and y may be reversed by clutches (19) and (19) to reverse the direction of circulation of fluid in the system; that is fluid may be caused to pass from the reservoir (31) through pump battery (2), and thence to the jacking cylinders; or from the jacking cvliuders through the pump battery (2) and ervoir. This is manifest and needs no further explanation. However. each of the jacking cylinders is provided with a three way control valve (43), the ports a. 7) and c of which communicate with the. jacking cylinder. the pipe (30) to the pump battery (2), and with pipe line (4%) leading back to the reservoir (31). Consequently by properly positioning the valve l3) fluid may he caused to pass from the pump unit (2) either to the jacking cylinders, or to the reservoir (31) through pipes (44), or from the reservoir (31) through pipes (44), valve (43), pump unit (2) and back to the reser voir, or from the cylimlers to the reservoir, when the direction oth'otation of the gear pumps is reversed. Each of the cylinders is supported by a bracket (4%) carried by the chassis of the. vehicle and has operable therewithin a. p ston (ii-ii). Attached to the free end of each of the piston rods 1-6) is a frame (l7) carrying a shaft (48) on which is mounted a tractionwvheel as Keyed to each 51. iii; ($8) is a gear wheel ((0) which meshes with a gear (51) on a shaft (52). The shaft (52) is keyed to the rotor (33). and the frame (-17) is provided with detachable covering elements (54) so that access may be had to the rotors although they are normally retained in a fluid tight engage the levers (57) thence to the resenclosure or housing (55) formed by the structure of the frame. The valves (a3) communicate respectively with the heads (56) of each of the cylinders, and each valve (43) is provided with an operating lever (57) which in turn is engaged by the stem (58) of a second valve (59) one of which is also mounted on each of the cylinders. Each valve (59) is spring pressed as at (60) to be normally urged toward the base of its housing municates through a pipe (62) with a single master control valve (63) carried, in the present instance, on the-cylinder located adjacent to the left front wheel of the vehicle. The housing (61) of each valve (59) also communicates with the head (56) of its adjacent cylinder through a pipe (64;). The valve (63) is arranged, through the inst-rumentality of pipes (65), (66) and (62) in a system'ot fluid circulation with the reservoir (31), pump unit (2) and the housings (61) of valves (59). The master valve (63) is controlled from the dash G of the vehicle through levers (67) and (68) and a push rod (69).

Automatic trips. iarried by the respective frames (47) and extending vertically adjacent each of the cylinders are rods 7 0), on the upper ends of each of which is a pin (71). The pins (71) are each adapted to v to move the valves (43) into their neutral position' when the pistons (45) have reached their upward limit of movement. The rod adjacent to the cylinder located at the left front wheel of the vehicle is also provided with a pivoted pin (72) which is arranged below the pin (71) and is engaged by a spring (73) so that while the pin (72) will engage a linger (74) on the control lever of the master control valve (63) to move said valve to its neutralposition at the limit of downward movement of the piston (to), it will wipe the linger on the upward stroke and thus not disturb the valve.

Frame catc/acs.-ln order to' hold the "frames (47) in a retracted position until they are desired to be released to jack or raise the vehicle, l have provided catches (75), one for each frame. and mounted in housings (76) on ea h of the cylinders. lilaclnhousing carries a piston which engages the catch and the pistons are controllable through bypass pipe lines (77) to pipes (30) from pump unit to valves ill). Thus immediately upon actuating pump unit (2) to induce pressure in the lines (30) the catches (75) are released to permit downward movement of the frames. The frames- (1-7) are each formed with a' lip (78) which is adapted to be engaged to retain the frame.

Reinforcing rods-fi ls has been stated there are i'our jacking assemblies J, one locatedadjacent to each at the tour wheels 01 (61), and each housing (61) com ion lit)

-- possible slack.'

a vehicle. In order,;lhowever,, to prevent possible distortion of these assemblies, to insure synchronization of movement, and to rigidify the apparatus as a whole, I connect the frames (47) of the two front cylinder assemblies J, and the two rear cylinder assemblies by cross rods (79) which are rendered adjustable by having. squared portions (81) adapted' to be engagedhy a wrench or other tool, thereby to to insure perfect alignment, and rigidi'fy the apparatus or take up Operation. of jacking apparatus.The operation of my 1acking appar'atusisas follows: Ther are four jacking cylinder assemblies J located at suitable points one adjacent toeach of the four wheels'D of :a

vehicle to which myapparatus is applied. Each cylinder'is in a system'of fluid circulation with 1.

the pump unit (2) and reservoir (3'1) and controllable each by a valve (43,). The vehicle braking device (9) havinglbeen inacoupled to shaft ('16).

ated through gears gear (12), shaft- (3) and the 'fan belt drive shaft E.

' control I the master valve shown 111 Figure 13 with ts ports arranged nipulated to stop the same,

closed system through the valve and pipes (33) and (34). 5 Since, however, the catches are controllable by fluid pressure-in pipes operatingon pistons-(.42) they are moved to engage beneath the axles to sustain or'- support the running gear of the vehicle when it has been raised or jacked up: The lever (26) isnoiv moved-to throw the'clutch ele-' ment (19); into engagement with the clutch element (18) whereuponthe gear unit y is Shaft (16) is actupump unit (2) is now active to induce circulation of fluid from 'the reservoir (31) through pipes (29), pump unit (2), pipes valves (43), pipes- (44) and back to the reservoir the ports in valves (43) being in the position shown in Figure 12. The pressure in pipes (30) and (77) now operates to release catches (75) vand the pistons-and frames (45) and (47) respectively of their-own weight-move slight lydownward to, the position shown in Figure 13. The rod (69) is now pushed to move (63) into the position to permit escape of pressure (fluid) through pipes (62) from valves (59) to the reservoir through pipes The springs (60) now move toe valves (59) downwardly with the result that control valves (43) are moved to the position shown in Figure 14-the ports a, r

b and 0 of. the valves permitting fluid circula tion (and consequent pressure) from pump unit (2) through pipes (30) and cylinder.

- heads 56) thereby forcing the pistons down to jack up or raise the yehicle. \Vhen the pistons reach their downward limit or move- .circulation (and consequent pressure) means of threaded bodies (80) shown in Figure .of y'which re verr 1 and induces circulation 1n the-{system as the pump unit 1) is actuated to induce circulation in a 36) tapped to pipes (34), and

. (29) to the reservoir The traversing apparatus is finger (74) ofthe master control valve (63) to move the master control valve into the nient, catch (71) on red engages the position shown in Figure 16' in which casev forcing the pistons in said valves 'up to move 7 the control valves (43) to the positions (44) back-to the reservoir. The

15 Circulation is'now through pipes (29) and (30), valves"(43) p -and'pip'es cylinders are cut .off and the vehicle is maintained in its raised position. To lower the vehiCleithe lever' is. moved-up to dis engage clutch element (19) and engage clutch element 19)- with its cooperating clutch element (18) thereby driving the pump unit through gear element :0 instead es the action of the-pump lows;-from the reservoir (31), through.

pipes (44), valves unit (2) to pipes (29)'andfbackto-thereservoir 31). This-causes suction in pipes (66) and (62) through master valve 63) thereby (43), pipes (30), pump drawin down the valves '59 andmovin g i a valves (43) to the position shown in Figure 1(S.- In this care the fluid is drawn by' the pump unit (2) from the cylinders through valves (43v)ports'a, b and 0 beingin ac tion,pipes (30), pump (2),'through pipes- (31.), thereby drawing the pistons ('45) into the cylinders and lowering the vehicle. reaches its lowered'position the rods '(70) havemoved so that pins (71) engage levers (57) to cause the valves (43) to again assume the position shown. in Figure 12 with catches (75) engaging lips. (78) on frames However, when the vehicle ('47) to hold the jacking asse'mblies in aretracted position.

Tmoersz'nr apparatusrJn practice the.

vehicle to which my apparatus is applied is first bodily elevated or jacked up in the manner heretofore described, whereupon -the renderedactive in the followingmanner. As has heretofore been stated my traversing apparatus is-actu- "ated' through gear pump unit which in turn is coupled by silentchain (5), gear.

(4), gear (11), pinion and clu tch devices (6?) and-(6") to fan belt drive shaft E. The gear pump casing (32) 'is, arranged in a system of fluid circulation throughthe control valve assembly (35) through-the inttrumentality of pipes (33) and 34). WVhen the vehicle is brought to a stop by means of brake devices (9) the clutclr elements (6) and (6") are engaged to actuate pump unit (1) which is in the neutral-position exemplified by thB- ClOSGCl systemof fluid circu lation to the reservoir above defined. The- ,control valve assembly is arranged prefer- 

